US2086101A

US2086101A - Synchronization of engines

Info

Publication number: US2086101A
Application number: US68892A
Authority: US
Inventors: Hugh M Stoller
Original assignee: Bell Telephone Laboratories Inc
Current assignee: AT&T Corp
Priority date: 1936-03-14
Filing date: 1936-03-14
Publication date: 1937-07-06
Anticipated expiration: 1954-07-06

Description

July 6, 1937. H. M. STOLLER 3 SYNCHRONIZATION 0F ENGINES Filed March 14, 1936 v I '1 lo\\ A I I l/ x I E @L I A 0 77 277 TIME FIG-3 I? i I;

INVENTOR By HMSTOLLER ATTORNEY Patented July 6, 1937 UNITED STATES 2,086,101 SYNCHRONIZATION O-F ENGINES Hugh M. Stoller, Mountain Lakes, N. J., assignor to Bell Telephone Laboratories, Incorporated, New York, N. Y., a corporation of New York Application March 14,

6 Claims.

This inventionrelates to the synchronization of internal combustion engines and particularly to the synchronization of airplane engines.

One object of the invention is to provide a number of interconnected internal combustion engines that shall operate in synchronism when jointly operated and be capable of individual operation.

Another object of the invention is to provide a number of internal combustion engines with interconnections between the exhaust manifolds thereof that shall insure synchronous operation of the motors in a fixed phase relation.

A further object of the invention is to provide an airplane with internal combustion engines having the exhaust manifolds interconnected for equalizing. the back pressure on the engines to maintain the engines in synchronism.

The engines on an airplane when operating out of synchronism or when operating nearly in synchronism and not in fixed phase relation will develop a low frequency beat both, in noise and in mechanical vibration within the airplane. The low frequency noise is very annoying to persons riding on an airplane and much more so than a steady noise. The low frequency mechanical vibration produces stresses which tend to weaken the airplane structure.

According to the present invention an airplane having, for example, two internal combustion engn'nes is operated so that the two engines operate at substantially the same speeds. The speed of each motor may be controlled by adjustment of the throttle. The loads carried by the individual motors should be equalized so that each motor carries its portion of the load. The equalization of the loads carried by the engines may be effected by adjustment of the pitch of the propellers connected to the engines. The patent 40 to Alfred Vischer, Jr. 1,985,391, December 25,

1934 discloses means for adjusting the pitch of propeller blades. In the above manner the engines may be operated at substantially the same speeds with substantially the same loads. With 5 the engines of the airplane so connectedand operated a cross pipe is connected between the two exhaust lines from the engines. The cross pipe is preferably connected to the exhaust lines adjacent to the exhaust manifolds. The back pressure in the exhaust lines would be equalized by 1936, Serial No. 6 8,892 (Cl. -97) Referring to the drawing, an airplane I is pro- 10 vided with two internal combustion engines 2 and 3. Two propellers 4 and 5 are respectively connected to the two engines 2 and 3. The two engines 2 and 3 are respectively provided with exhaust manifolds 6 and I which are connected to the exhaust pipes 9 and I0. Between the two exhaust pipes 9 and I0 and the exhaust manifolds 6 and 1' is connected a cross pipe II. The exhaust pipes-9 and I 0 will in most cases provide sufiicient back pressure for acting on the cross pipe II to insure equalization of the back pressure on the engines 2 and 3. If suflicient back pressure is not provided by the exhaust pipes 9 and I0 then mufliers l2 and I3 may be provided in the exhaust pipes 9 and II).

In the above construction the engines 2 and 3 are assumed to operate at substantially the same speeds so that the engines normally operate nearly in synchronism. This control of the engines may be effected in any well-known manner as, for example, by throttle control. It is also assumed that the loads on the'engines are substantially equal. The loads on the engines may be equalized by adjusting the pitch of the propellers 4 and 5 in any well-known manner.

In an airplane having two engines each comprising seven cylinders each developing 500 horsepower and rotating at 1800 revolutions per minute the explosions by each engine will be 3% per revolution or explosions per second. The velocity in each exhaust pipe 9 and I0 will have a strong 105 cycle component the peak value of which we may assume to be 50% of the average mean velocity.

The dotted curve in Fig. 2 shows the variations in velocity of the exhaust gases passing through the mufiler. After each explosion of the engine the pressure rises corresponding to the ascending portion of the curve and then falls between explosions in the descending portion. This curve may be resolved into a fundamental sine wave plus higher harmonics. monics contain but a small energy component and since the analysis of the problem is simplified by dealing with sine waves, it will be satisfactory to consider the velocity curve as consisting of an average velocity V1 plus a sinusoidal component V sin 0. This V=V1+Vo sin 0. The frequency of these sinusoidal pulsations is determined by the number of explosions per sec- 0nd of the engine. The flow of the exhaust gases through the muiiler results in a loss of energy. The principal component of this energy is that required to accelerate the gases up to the required velocity, the energy per unit volume of gas being represented by MV where M is the mass of the gas and V its velocity. Since the volume of gas passing through the mufiier in a given length of time is also proportional to the velocity, the total energy loss in the mufiler per unit time is proportional to the cube of the velocity. Thus the energy loss per cycle is 0 aver 21 It will be seen from Equation 1) that the energy losses in a muffler are proportional not only to the average velocity V1 of the exhaust gases but also are increased if the pulsation of velocity V0 is appreciable relative to that of V1. Referring now to the proposed combination of two engines, each having a muffler and the use of a crossconnecting pipe between the entrances of the mufilers, let us consider two cases; one in which the explosions of the two engines occur at the same instant (Case 1), and Where they interleave (Case 2). Referring to Case 1, if engines 2 and 3 are identical in every respect, the corresponding pressures in their mufflers at any instant will be identical and there will be no flow of exhaust gases over the cross pipe. Therefore, in this case each mufller will have the velocitytime curve of Fig.2 and the total energy loss of the two mufiiers will be that there will be an alternating flow of gas along the cross pipe at a frequency double that of the explosion rate of either engine. The velocity-time curve for either mufiier will therefore be as shown in Fig. 3, the average velocity V1 being the same as in Fig. 1, but the pulsating velocity component V2 will be smaller than V0 of Fig. 1 and of twice the frequency. This smoothing out of the velocity peaks will be due to the fact that the flow of gas along the cross pipe will cut down the peak velocity of one muf Since the higher harfier at the same instant that it will raise the minimum velocity in the other muflier. The energyv loss in the case of Fig. 3 is obtained by substituting V2 for V0 in Equation (1), thus But since V2 is small compared to V0, E2 will be less than E1 or in other words, the total mufller losses will be reduced in Case 2 as compared with Case 1. Assuming the quantitative relations are in proportion to the scales of Fig. 2 and Fig. 3, where the energy loss in Case 2 will be about 75 per cent of that in Case 1. Therefore, since the exhaust gases will seek the path of least resistance, and since the phase relation of the engine explosions affects such resistance and is free to shift, the engines will tend to synchronize in practical operation as in Case 2. Under operating conditions an equilibrium phase position is reached, which will differ from the exact position 'of Case 2 by a small phase angle proportional to the difference in power developed by the two engines. However, since the total energy losses in the muffler system are small compared to the engine output, this interlocking force will be rather weak; of the order of 1 to 2 per cent and synchronization will therefore be secured only over a very limited range of throttle adjustment. This result is a desirable one from an operating standpoint as it permits a virtual independence of control of the engines and it allows them to drop out of step when the airplane makes a turn which momentarily alters the relative load on the two engines.

It will also be noted that the use of the cross pipe actually will reduce the total mufller losses and will, therefore, increase the mechanical power output of the engines a minute amount, instead of involving some sacrifice of engine output as is the case with some other synchronization means.

Modifications in the apparatus and in the arrangement and location of parts may be made within the spirit and scope of the invention and such modifications are intended to be covered by the appended claims.

What is claimed is:

1. In an aircraft, a plurality of internal combustion engines each having an exhaust manifold and operated at substantially the same speeds, propellers connected to said engines having their pitches so adjusted that the engines may be operated at the same speeds and each develop the same driving power, and means comprising a direct gas connection between the manifolds of said engines subjected only to the pressures caused by the engine exhaust gases operating against the friction of the exhaust conduit for so equalizing the back pressures on the cylinders of the engines as to exert a force tending to hold the engines in synchronism and insure alternate explosions between the engines.

2. In an aircraft, a plurality of internal combustion engines of the radial type each having an exhaust manifold and operated at substantially the same speeds, adjustable propellers connected to said engines having their pitches so adjusted that the engines may be operated at the same speeds and each develop the same driving power, and means comprising a direct equalizing connection between the exhaust manifolds of said engines subjected only to the pressures caused by the engine exhaust gases operating against the friction of the exhaust conduit for producing a synchronizing tie between the en-- gines of relatively low power so that independent control of the engines under emergency conditions may be effected.

3. In an aircraft, two internal combustion motors for propelling the aircraft, each of said motors having an exhaust manifold and an exhaust pipe connected to the exhaust manifold, and a direct equalizing connection between said exhaust pipes adjacent to the connections of the exhaust pipes to the exhaust manifolds subjected only to the pressures caused by the engine exhaust gases operating against the friction of the exhaust conduit for equalizing the back pressures on the engines to provide a synchronizing force tending to hold the two engines in a fixed phase relation so that the explosions from one engine are spaced midway between the explosion of the other engine.

4. In an aircraft, two internal combustion engines having exhaust manifolds and operating at substantially the same speeds, propellers con nected to said engines having their pitches so adjusted that the engines may be operated at the same speeds and develop the same driving power, and means comprising a direct gas connection between said exhaust mainfolds having the gases therein subjected only to the pressures caused by the engine exhaust gases operating the engines.

5. In an aircraft, two internal combustion engines of the radial type each having an exhaust manifold and operated at substantially the same speeds, adjustable propellers connected to said engines having their pitches so adjusted that the engines may be operated at the same speeds and each develop the same driving power, and means comprising a direct equalizing connection between the exhaust manifold of one engine and the exhaust manifold of the other engine subjected only to the pressures caused by the engine exhaust gases operating against the friction of the exhaust conduit for producing a synchronizing tie between the two engines of relatively low power so that independent control of the engines under emergency conditions may be effected.

6. In an aircraft, two internal combustion engines having exhaust manifolds and operating at substantially the same speeds, propellers connected to said engines having their pitches so adjusted that the engines may be operated at the same speeds and develop the same driving power, and means comprising a direct gas connection between said, manifolds having the gases therein subjected only to the pressures caused by the engine exhaust gases operating against the friction of the exhaust conduit for equalizing the pressure on the engines to hold the phase relation of two engines substantially constant and in sure alternate explosions between the engines.

HUGH M. STOLLER.